This grade is also equipped with adaptive variable suspension, five drive modes, rear performance damper and active sound control.

What’s it go like?

I’ve never been a big fan of the CT200h hybrid hatch, basically because you need to flog it within an inch of its life to get it going.

So, it was with some trepidation that I approached the UX hybrid, which although described as an crossover, looks suspiciously like a hatch with a lift kit.

I assumed they shared the same hybrid powertrain, but I was wrong.

The UX features a larger 2.0-litre engine that combined with a larger, more powerful electric motor delivers a combined output of 131kW, compared to CT’s 100kW.

Performance is in a word surprisingly good.

Our test vehicle was fun to drive, with a top speed of 177km/h and does the the dash from 0-100km/h in 8.7 seconds, compared to the CT’s 10.3 seconds (130kg lighter front-wheel drive model shaves time to 8.5).

What it tells me is that Lexus has once again gone the performance route with this one, instead of tuning the hybrid for low fuel consumption — although the fuel figures still aren’t bad.

The electric motor is used in effect to give performance a lift, much like a turbo does in a petrol model.

The CVT style transmission offers six steps or gears, with paddles to change gears manually and, even in sixth gear, happily powers out of corners.

It also compensates for oversteer or understeer when pushing the car hard.

Interestingly, the maximum speed at which the car can operate in pure electric mode has been bumped from 70 to 115 km/h.

Four drive modes include normal, ECO, Sport and Sport+.

Naturally, we headed straight for Sport+ mode, which also changes the colour of the speedo to a red and white combo, that blares orange under hard acceleration.

In this mode the exhaust note is also artificially enhanced.

The cabin features comfy, form hugging seats, and a dash unlike any other you have encountered, with a huge huge screen, analogue clock, and configurable instruments that change colour.

It’s not a touchscreen however and is controlled from a finger-operated touchpad between the seats.

It works okay when you’re sitting still but is next to useless once the car is underway.

Little knobs, like stubby bike handlebars, jut from the top of the dashboard and offer access to the different drive modes as well as the ability to disconnect traction control.

On the road it’s quiet inside, reasonably smooth and can be pushed hard without dire consequences.

Handling is neutral, with progressive breakaway that can easily be controlled with some steering input.

The brakes are aggressive at just about any speed.

Auto high beam, although a handy idea, gave us trouble in operation.

Rear seat passengers get air vents, but the back lacks legroom and the boot is small and shallow.

Rated at 4.7L/100km, the 43-litre tank takes standard 91 unleaded.

We clocked up 400km at at a rate of 5.8L/100km.

What we like?

Not boring

Responsive throttle

Actually fun to drive

Excellent fuel consumption

What we don’t like?

Too expensive

Squared mudguards

Touch pad to control screen

Limited rear legroom

The bottom line?

At the end of the day its about the price. The UX ticks a lot of boxes and if you like different, it’s certainly that. But $60K buys plenty of other arguably better and more desirable cars — the choice is of course yours.

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Chris Riley has been a journalist for almost 40 years. He has spent half of his career as a writer, editor and production editor in newspapers, the rest of the time driving and writing about cars both in print and online. His love affair with cars began as a teenager with the purchase of an old VW Beetle, followed by another Beetle and a string of other cars on which he has wasted too much time and money. A self-confessed geek, he’s not afraid to ask the hard questions - at the risk of sounding silly.